While the pedestrian Subaru Impreza sedan and hatchback were thoroughly updated for 2012, the hot-rod Impreza WRX and STI models soldier on with the older and proven body style for another year. Both were restyled last year, with more aggressive styling and substantial suspension and running gear changes, so they're far from outdated.
The 2011 wide-body look includes bulging fenders front and rear, a brawny lower-body look, a macho grille and front-end treatment, and four exhaust tips coming out the back. The new wide-fender styling benefits the four-door sedan most, removing its slab-sided economy-car aspect, whereas the five-door hatchback was always sportier looking. Inside, the trim and upholstery, instrument clusters, and even the audio systems were updated to match.
Both the WRX and STI are offered in either body style. The differences between the two models, though, belie their similar appearances even though they're only apparent once you get behind the wheel.
The 2012 WRX continues with the 265-hp, 2.5-liter horizontally opposed engine, mated to a five-speed manual transmission and Subaru's characteristic all-wheel drive. The STI comes with an even beefier turbocharged flat four, putting out 305 hp, and powering the all-wheel drive through a six-speed manual. Nope, no automatics in the lineup. If you want an automatic, you may not be a suitable WRX or STI buyer. Sorry.
The two engines are only 40 hp apart, but they're tuned quite differently. The WRX is more tractable in all-round usage, with smooth torque coming on fully 1000 rpm lower than its big brother. The slightly larger gaps between each of its five gears makes it feel more flexible, docile even, though in the end less aggressive than the STI.
The STI is jaw-droppingly quick, but can feel flat at low revs until the driver floors it. Once that happens, the engine begins a rising howl and the car rockets forward in a frenzy of acceleration and engine noise. An SI-Drive controller giving the driver the choice of three different tunes--Intelligent (I), Sport (S), or Sport Sharp (S#)--is limited to the STI model. Along with that level of control come stiffer springs, bushings, and stabilizer bars.
A center console switch offers no fewer than six settings to control the lockup behavior of the central differential, and a Super Sport ABS system controls each rear wheel individual to reduce understeer. There's even a "traction" mode in the stability control system, really only meant for track use, that brakes for stability but doesn't cut the throttle at the same time (the system can also be turned off entirely). Larger Brembo performance brakes haul everything down to normal speeds again.
The simpler WRX has fewer of these systems, but is still just as fun to drive--and perhaps easier for mere mortals. With experience, drivers know to blip the throttle while braking, drop a gear, and simply accelerate out of the turn with all four wheels pulling you forward. You can even learn how to make the car induce a little four-wheel slide, very neutral and easily controlled. Both the STI and WRX ride surprisingly well, soaking up ruts, potholes, and other bumps with confidence. And despite their power, the cabin is remarkably quiet inside, though Subaru's traditional weak spot--side mirror noise--is present.
The racing-style bucket seats hold the driver and front passenger firmly in place, but the fixed headrests project forward at an uncomfortable angle.The STI models get fancier black Alcantara trim and upholstery with red stitching, front and rear, though the rear seats remain the standard-issue item from the regular Impreza. Rear-seat space is remarkable for a compact car, with oceans of headroom even for those with tall torsos. From behind the wheel, the instruments are clear--dominated by the central tachometer--and thankfully are for adults, without boy-racer graphics or odd background lighting.
Years ago, the Subaru STI was an economy car with a remarkable engine, all-wheel drive, and handling. Its interior was basic, and it was meant for serious drivers who could put up with some crudeness and a lack of features. Today, WRX buyers would like some of the STI's features, and STI buyers may be eyingBMWs or even Porsches in comparison. So Subaru has added options like leather upholstery and a moonroof, satellite radio, and other quasi-luxury features. Increasingly, these set it apart from its arch-rival, the Mitsubishi Ralliart and Evolution models.
Would it make you feel better if I told all you, my fellow Americans, that the Scirocco is nothing more than a Golf with a steeper windshield? What if I said the wider stance, just under an inch and a half in front and almost two and half inches in the rear, makes no difference at all? What about it being an inch and quarter lower -- that can't make any difference, right? If it helps you sleep better, I will tell you all these things -- but they aren't true. Since the Scirocco's re-release in 2008, American VW fans have been clamoring for a chance to own one. It may be just another example of us complaining that we don't get all the good stuff, or maybe VW was worried they would fly off lots like the new Jetta. With the GTI and the Scirocco's European and U.K. pricing so similar, VW may be concerned that instead of attracting new buyers, the Scirocco would take sales away from everyone's favorite hot hatch.Getting over 200 kph is almost too easy. There is no drama, very little noise, and certainly no feeling of danger. Again, very unlike older Sciroccos that felt like setting a speed record at anything over 100 mph. Sadly, the car is electronically limited to 220 kph, roughly 137 mph, although the speedometer did show just a little more than that. Making all this even sweeter is that it's all completely legal. Sausage, beer, castles, gummy bears, great drivers, unlimited sections of the Autobahn -- there is just so much to love about Germany.
9ff boss Jan Fatthauer admits he drives his own cars on record runs only because he can't find a test driver crazy enough to do it. As the GTurbo 900 Bioethanol -- the world's fastest biofuel car -- sparks into life and threatens to blow the windows out of a neighboring building, I start to understand why. The noise is otherworldly -- just frightening. The car is effectively a modified version of 9ff's gas-powered GTurbo, but it has been honed for top-speed duty, optimized to run flat-out on a high-speed oval. This, then, is a barely road-legal racing car.I'm here to drive the GTurbo on the public road, but it's a stretch to say this is anything other than a record car. I burble, lurch, and bunny hop out of 9ff's Dortmund, Germany, base. And when I hit a manhole cover, it feels like my teeth might crack.It pretty much will. According to 9ff, it hits 62 mph in 2.8 seconds, 124 mph in 7.1 and 186 mph in around 19.5 seconds. That's not far behind the Bugatti Veyron, in a car with less power, rear-wheel drive, and the kind of finish that suggests it was put together by mad men in an industrial unit rather than by an automotive powerhouse.Under the hood of the 900 Bioethanol is 9ff's massively massaged, 4.0-liter twin turbo with stronger hoses to take the bioethanol fuel. Titanium connecting rods, new pistons coated with Nikasil, an advanced intercooler, two 9ff turbos, and a 100-cell sport metal catalytic converter are all part of the mix. The engine mapping proved a nightmare with the switch to biofuel, but it is running close to smooth for a car with this much power, bile, and sheer anger.Thankfully it stops well, too. 9ff retained the GT3's brake calipers, but fitted them with pads from the Porsche Supercup race car. They screech and grind until the heat gets into them, but they're designed for high-speed use, so that's hardly a criticism.It is produced primarily from wheat, barley, corn, and sugarcane, and while bioethanol-powered cars would inevitably produce some emissions, the fuel has the potential to be carbon neutral over its lifespan, if you include growing the crops. Brazil, with its sugarcane based program, has used the fuel to great effect.And Fatthauer intends to go farther. He says 249 mph was always the goal, and he has a rather typical answer for how that will happen. "We just need more power," he says with a wry smile. "Next year we will go with 1100 hp, or 1200 hp, and we'll get 400 kph [249 mph]."Rear engine, RWD, 2-pass, 2-door coupe 4.0-liter/900 hp/700 lb-ft 24-valve flat six 
Movies always seem to get it wrong. In Ian Fleming's original novels about everyone's favorite numerically nomenclatured spy, Bond had a taste for cars from Crewe instead of Aston Martins. If Fleming's Bond were still fighting the Cold War, facing supervillains bent on global destruction, and ordering aerated cocktails, there is a good chance Bentley would still be his motor of choice. Why? Because Bond isn't just a singleminded killing machine. He's a thinking man, a ladies' man, and a gentleman. He's not just a bit of everything -- he's all of everything. The Bentley Continental GTC is a kindred spirit of her majesty's diplomatic fail-safe. Like any double-O, the Bentley is not about excelling at a single task, but accomplishing everything thrown at it with style, grace, and dead-on effectiveness.The first rule of Bond is to look the part. While the Continental hasn't changed considerably since the initial 2003 launch, it has been subtly refreshed. The 2012 GTC takes all of last year's GT updates and applies them to the convertible body style. Every GTC panel is new for 2012. The front fenders are probably the most significant, as the effort and expense in the ever-so-slight visual change might define the very spirit of Bentley. Like crisply creased tuxedo pants, the character lines sweep across the headlamps and over the fenders to create a feeling of motion. Past Continentals made do with stamped panels similar to what the rest of the industry considers adequate. For 2012, Bentley turned to the aerospace industry to borrow a production process known as superforming, in which sheets of aluminum are heated to nearly 1000 degrees Fahrenheit and then molded around a single tool using air pressure. The cooling time is controlled to eliminate the need for an additional heat-treating process. The previous character lines had radii of 6.5mm, or roughly a quarter of an inch. The now-perfect pleats are 3mm, or less than an eighth of an inch radius. Not only are the sharper lines possible, but the fender is now one uninterrupted piece from the lower front spoiler to the hood and the A-pillar. The previous fender required a cut line that sliced the headlights in half, not incredibly noticeable, but nowhere near as visually perfect as the new pieces. While most manufacturers would struggle to see the value in all this effort and expense, Bentley sees it as a continuation of its heritage.The customizable interior includes seven standard wood veneers hand-selected and matched by craftsmen in Bentley's woodshop. Drivers can also choose completely custom selections. The thin sheets of wood are formed and adhered to aluminum plates, some machined sheet metal, and others beautiful cast pieces. The entire interior has a bespoke feel to it, with a choice of 17 different standard hides for upholstered surfaces. These can be ordered in two-tone combinations, with umpteen different colors and styles of stitching and embroidery. And if those combinations don't fit your needs, custom hides are of course available. The seats are large and luxurious and offer more adjustments than those on a first-class transatlantic 747 flight. They hold you in place in even the most demanding situations. The driving position is low, and the hand-stitched steering wheel adjusts for both height and reach. The thick rim and contoured spokes fill the palm of your hand, but unlike some other steering wheels, still allow your fingers to wrap around naturally for miles of comfort.
Is a compact hatch too small for you, but a crossover too large? Have no fear, my spatially challenged friends. The 2012 Mercedes-Benz B-Class has been designed with your exact predicament in mind. It's being billed by Benz as a premium compact car that puts practicality first, and it's coming to the U.S. next year. When Mercedes says this car is all-new, it's not messing around - the B-Class features the largest amount of changed parts of any replacement model the German manufacturer has ever introduced. There are new four-cylinder gas and diesel engines, a revised seven-speed dual clutch gearbox, and stacks of new safety kit. More important than all that, though, is the B-Class' new front-drive platform - the same chassis that will underpin the new A-Class, a small SUV, a baby CLS four-door coupe, and a mystery fifth model. So it had better be good.It's on the inside where the B-Class really ups its game. The seats slide and fold in a variety of ways, allowing you to easily cram in your particular combination of passengers and cargo, while the dash layout and materials are superb. SLS-inspired vents, made from solid chunks of metal, dominate the view, followed closely by a permanent tablet-style screen that rises out of the dash. Shell out a couple of thousand dollars and Mercedes will even hook it up with a 3G Internet connection.Topping the completely new engine lineup is a 1.6-liter direct-injection turbocharged gasoline engine available with either 122 hp in the B180 or 156 hp in the B200. That might not sound like premium levels of power, but hold on to a gear, rev it toward redline, and there's plenty of shove for overtaking and maintaining your speed on the freeway - especially in the B200. All too often, though, the turbo was caught off-boost, at which point the engine bogged down and forced us reach for a lower gear or sit patiently, waiting for the turbo to spool up. It made the B-Class feel bigger, heavier, and more cumbersome than it is.There was no such problem with the diesel engines. Both are 1.8-liter units derived from the 2.1-liter diesel engine found in the C-Class and E-Class, but modified with a shorter stroke. Available with either 109 hp in the B180 CDI or 136 hp in the B200 CDI, the extra torque meant throttle response was more instant and the engine was happier to be left in a higher gear. There's huge fuel efficiency gains too, of up to 21 percent compared to the outgoing car, helped by the addition of stop-start to every model in the range.It's a curious mix, the Mercedes B-Class. When you consider the affluent families it's aimed at, the combination of an understated exterior, high-quality interior, and impressive functionality is well-judged. Drive it in isolation, though, and you can't help wishing it had a little more to offer dynamically. But considering the badge on the hood and the fact that it has no direct premium rivals, it's hard not to see flush families snapping up the B-Class.2012 Mercedes-Benz B-Class European Spec Front-engine, FWD, 5-pass, 5-door, hatchback 1.6L/122-hp or 156-hp, four-cylinder turbo gasoline and 1.8L/109-hp or 136-hp, four-cylinder turbodiesel 6-speed manual or seven-speed twin-clutch auto 
It's a good bet that the average Audi A8/BMW 7 Series/Mercedes S-Class buyer doesn't care much about dynamics beyond being able to merge ahead of freeway traffic while checking stock prices on their smartphones, or whatever the rich do while commuting. For the rest of us enthusiasts who dream of coming up with the kind of sports-celebrity scratch for a car that can carry the family in comfort while carving up on-ramps, there is the S8. For its first two generations, the S8 was an executive touring car. This one has a different feel. Chassis tuning is more subtle in part because the ordinary A8, with its sport and individual comfort suspension settings, is already pretty competent, and stiffer tuning can only go so far before this big sporting luxury car gets too harsh. Hence, this new Audi S8, which launches next spring in Europe and in late summer or early fall of 2012 in North America, is all about the engine.Because it can get such great power and torque numbers, Audi put its efforts into making the V8T (as the badging on the S8's front fenders indicates) as efficient as possible. First, Audi engineers placed the exhaust manifold and turbo intercooler within the 90 degrees of the V for quicker and more efficient engine warm-up. More importantly, the direct injection engine has a cylinder cutoff system with a sleeve that kicks in a zero-lift cam to cut cylinders two, three, five, and eight at light loads. The twin-turbo V-8 can run on just four cylinders at engine speeds up to 3600 rpm and at speeds up to 112 miles per hour. The car also comes with a start/stop system in Europe that the company says will eventually make it to the U.S., though not at launch.The noise, vibration, and harshness characteristics of cylinder shut-off and stop/start understandably concerned Audi, so engineers developed two big technological breakthroughs to mitigate the noise and the secondary vibrations that make their way into the steering wheel and throttle pedal. Two active engine mounts, designed to be much like stereo speakers, use fluid to actuate a permanent magnet that moves a diaphragm and cancels vibration from the shutoff with counter-vibrations of their own. The Audi S8 is in the running to be named the quietest, smoothest car extant. DTR VMS developed (and manufactures) these ingenious active engine mounts for Audi. It's a South Korean company that bought British supplier Avon Automotive, so don't be surprised for these to show up in a future Hyundai Genesis V-8.One other tasty bit of high tech are the S8's optional ceramic front brakes, which shave 11 pounds off the weight of each front wheel. Audi hasn't decided whether to offer ceramics on U.S. imports, partly because the option could approach the base price of a VW Jetta and partly because ceramic brakes are not linear like steel brakes. A test-drive proved this. There's a lot of play and mush at the top of the pedal, where you expect the binders to effectively shave off speed. Then, when you find yourself stabbing the pedal further to get some results, the brakes really grab. Will American Audi customers put up with that? 
Newsletter Stay up to date on car reviews, buying guides, articles and more In less than a couple of years, 40 miles per gallon has gone from a lofty goal, met by only a few select high-mileage machines (almost entirely hybrids and diesels), to, almost the small-car highway norm. 
Ask any middle child and they'll be happy to tell you about how little attention they received from their parents. The oldest and the youngest always hogged the spotlight, they say. If the BMW ActiveE could talk, it might say the same thing. We've been waiting on the ActiveE for more than a year-and-a-half now as it missed its original July 2011 launch date. By the time the first customers lay their hands on one, it'll have been nearly two years since its debut. In the meantime, the older MiniE has made a few headlines as the test fleet collectively passes 9.3 million miles traveled thanks to an extended leasing program. And before the ActiveE could have its day, BMW rolled out the i3, set to go on-sale in just two years. Being both a new direction for BMW and the company's first mass-market EV has garnered the youngest child (and its sporty i8 fraternal twin) quite a bit of attention.So what about the ActiveE, then? We originally thought it would be a test bed for the i3's technology, and while it still is, i3 development is so far along that the ActiveE will do more validation testing than developmental testing. After all, by the time BMW starts getting any meaningful feedback from the ActiveE fleet, the i3 will be less than two years away. That doesn't mean the ActiveE isn't important, though. Anything BMW learns from the ActiveE fleet will no doubt be incorporated into the i3, particularly lessons learned in software calibration.Rather than give up the rear seats as the MiniE did, the ActiveE keeps its batteries in three packs under the rear seats, in the former transmission tunnel and under the hood where that pack is mounted behind the front axle centerline, maintaining a 50/50 weight balance. Achieving this required a bulge in the hood to clear the battery pack, the only outward evidence of the car's EV drivetrain, aside from the silly decals. Altogether, the battery packs store 32 kilowatt-hours worth of electricity and will charge from empty in 20 hours with a 110-volt connection, 4-6 hours with a 220-volt one. Because of the long charge time on the standard voltage, access to the latter is stipulated in the lease agreement.The battery powers a BMW-designed-and-manufactured 125-kilowatt electric motor mounted on the rear axle, which outputs 168 horsepower and 184 pound-feet of torque, 62 horsepower and 16 pound-feet less than a six-cylinder 128i. BMW says the car will hit 60 mph in a leisurely 9.0 seconds, a half-a-second slower than the MiniE and 3.3 seconds slower than the last 128i we tested. Much of that owes to the ActiveE's weight, a portly 4000 pounds, nearly 800 pounds heavier than the MiniE. BMW attributes the weight gain mostly to the batteries and the conversion work necessary to turn an internal combustion engine-powered car into an EV that still meets crash and safety regulations. Much work was required to protect the retrofitted batteries in a collision, work that the i3 won't need because it's been designed as an EV from day one. BMW says that car will be nearly 1250 pounds lighter. On the other hand, the ActiveE is seven-tenths of a second quicker to 60 mph than the somewhat comparable Nissan Leaf or Toyota Prius.At this point, we'd like to tell you how the ActiveE handles its extra heft, but we really can't say. The test drive BMW arranged took us on a pleasant trip through north Munich, but it consisted entirely of city streets that almost never turned. What few turns we did make consisted of the 90-degree, stoplight-controlled variety and didn't lend themselves to performance testing in afternoon traffic. We have to imagine that its ultimate road holding ability would at least be challenged by BMW's selection of efficiency minded Bridgestone Ecopia tires in place of the performance Goodyear Eagles standard on the 128i. Though the ActiveE's handling abilities were never tested, credit is due to BMW for devising a route representative of the ownership experience.Again, though, little of that is actually relevant to the average EV early adopter. As an EV, the ActiveE performs perfectly well shuttling you about town in quiet and without producing its own emissions. It's less practical than a Leaf, what with its two doors and compromised trunk, but it's a damn sight better looking. It's also quite forgiving of the lead of foot, as our 30-mile test drive only depleted some 20 percent of the battery despite our best efforts. It charges faster to boot despite its larger battery, a benefit of the liquid thermal management system. It's even a bit faster on the road should you meet a Leaf or Prius at a stoplight and wish to prove eco-superiority.If all this sounds like your cup of green tea, get your carbon-neutral hand in the air. Only 1100 ActiveEs will be built and only 700 of them will be shipped to the U.S., where they'll be available for a two-year lease only. MiniE customers, the less than 200 who still have their cars, will have first dibs and the rest will be hand-picked by BMW. The ActiveE will only be available in California, New York, New Jersey, Connecticut and Boston and like the MiniE will be taken back at the end of the lease. The leasing process hasn't begun yet, but given that BMW received 10,000 hand raisers for the MiniE in the first week and that ActiveE deliveries begin in December, we don't expect it to take long. You'll have to lay down $2250 at signing and $495 per month for the privilege, should you be chosen. If you're the type of person the ActiveE appeals to, you probably won't be disappointed.
Take a stab at guessing the top-selling car in the United States. Played-out request, you say? That's only because the answer has been the same for so long. Toyota, maker of the benchmark midsize sedan/sales stalwart, assembled 99.1 percent of all Camrys sold through March in America. Thanks, Indiana and Kentucky. Through the first quarter of 2011, the Camry found new owners 76,821 times (up 10.5 percent over 2010, though the first three months of 2010 were impacted by recall scares). It might as well get a big bull's-eye painted on its honestly hewn, Vibrant Clarity-themed sheetmetal.
The bull's-eye works two ways. Many consumers find their driving needs fulfilled by Camry, making the family car an invaluable company asset. Second, the Camry is an easy target for certain, um, enthusiasts who feel the urge to publicly proclaim their disapproval. Common descriptors thrown around include "appliance," "beige," and "boring." Example: This Camry is a boring, beige appliance. Is it all blind hatred? Allow us to present another perspective. What the Camry lacks in flair and curb appeal it makes up for in sincerity, wrapped in a forgivably ordinary-looking package. The SE V-6 we drove employs Toyota's 3.5-liter six-cylinder, which made quite the name for itself at its debut, easily banging out 268 horsepower and 248 pound-feet of torque in the Camry's service. It's among the best-endowed midsize sedans (engine-wise) available, and the enthusiast can't fault it for its intended acceleration time: an estimated 6.1 seconds from 0-60 mph.
Chuck Taylors are far from the best choice for hiking shoes. Especially a worn-out pair with more miles on them than many cars built in the previous decade. This thought is stuck to the top of my skull like a passenger inside an elevator in freefall as I am quickly transferred from a state of vertical to horizontal. I'm in the Austrian woods to drive the revamped 2012 Volkswagen Tiguan, but more important, I'm accelerating towards wet, spongy ground that is too much for me and my Chucks. I shouldn't have gotten out of the SUV, because it doesn't seem to be having any problems. 
The Wild Cherry Red Tiguan looks like a waxed metallic forest fire set amongst the mossy trees in what will be an off-limits section of a ski resort in another few months. For our press drive, the VW guys gave us a route that included several miles of dirt and gravel roads, but my co-driver and I decided we needed photography in a real off-road setting. A long, overgrown access road presented itself along the route and we couldn't pass it up. The ground here is a combination of peat and bugs. It feels like ground-up Super Balls, and has no visual indication of just how solid it is. I find out firsthand while trying to get back down a 25-foot hill overlooking the parked Tiguan with my right hand filled with five pounds of dirt-hating camera. With every step my foot sinks three inches into the luxurious alpine sludge before coming to a semi-solid stop. This time, however, as I lift my left foot the ground gives way under my right. I slide heel first, and serene alpine cliffs and valleys normally echoing with yodels and cowbells are now filled with the sound of snapping twigs and a single prolonged and profane exclamation in English.
For Aston Martin to build a city car is quite a step. For Aston Martin to re-skin the Toyota iQ is a galactic leap. In Britain and the United States, the idea stirred up a storm on enthusiast forums. Calm down, everyone -- there's sense to the idea. In Europe's city centers, congestion has a whole different meaning than in the U.S. It's not just traffic. The streets were laid down centuries before the automobile was invented. They're a narrow maze of tightly angled junctions, lined with obstructions, and awash with pedestrians. A standard delineated parking spot is about 185 inches long, but many unmarked curbside spaces are smaller. So across the Atlantic, owning a small car isn't just a money-saver. It can be an actual luxury. Driving is easier, and you can more easily squeeze into a parking space. The rich cherish those assets as much as the rest of us. It's not uncommon in London, Paris, or Rome to see Brabus-trimmed versions of the Smart that doubles that car's base price. The Aston Martin Cygnet can multiply the 1.3-liter iQ's entry price by a factor of three, without any mechanical changes. That means it's similar in price to a seriously optioned Mini Cooper S John Cooper Works.
It does have bespoke Aston panels, except for the roof, and the interior is upholstered by Aston's artisans. The metalwork, from the radiator grille to the finishers around the transmission lever, is lovely solid sculpture. Many Cygnet buyers already own Aston's other models; they tend to get their Cygnets built in a color scheme to match. And many One-77 buyers are ordering up to four coordinated Cygnets. So if forum trolls think the Cygnet is heresy, many actual Aston owners disagree. They're fed up with trying to thread their long-nosed, small-windowed GTs through tight streets. Performance in this environment isn't about 500-odd horsepower; it's more about rapid parking. A 121-inch overall length allows owners to do that.
Porsche churns out so many run-out editions of the 911 that collectors must be feeling pretty gouged by now. There's the 911 Carrera 4 GTS, the 911 Black Edition Cabriolet, the 911 Turbo S Edition 918 Spyder. Seems like every combination of spec and paint becomes a model in its own right. We were just waiting for a narrow-body 2WD Turbo Targa Orange Stripe edition. Instead, along comes the real deal. Not just the last 911, but the ultimate RS, and the roadgoing swan song for the magnificent Mezger flat-six. The 911 GT3 RS 4.0... now that's what we call a collector's car.
It doesn't just contain a mix'n'match of the very best body, aero, and chassis tweaks from the existing GT3 RS and GT2 RS, plus some competition parts in the suspension. Oh no, that would be the usual Porsche cheekiness. This time you get an actual new engine. A 493 HP [500PS] naturally aspirated 8500-rpm howler, just waiting to propel this sub-3000-pound sled to 100 mph in under eight seconds. While all mainstream 911s now have an entirely different flat-six (even the Turbo does since the 997 phase 2), Porsche Motorsport's Mezger motor powers the GT3 and GT2s, and the track 911s. It began life back with the 1996 Le Mans Porsche GT1. But continuing with two families makes little commercial sense, so it's a sad goodbye to this one.
The new GT3 RS 4.0 shares its block, long-stroke crank, and titanium rods with the track-only four-liter 911 GT3 R and RSR. . It also gets a road cylinder head with variable cam timing and variable manifold, plus a catalyzed exhaust. But those road elements aren't the same as the ones on the RS 3.8 engine - oh, no. They're redesigned for even higher gas flow. Valve timing is different; the inlet manifold has wider, shorter runners, and is a thinner casting; the air filters are track-type items; the compression ratio drops (yes, drops) to 12.6:1 from 13.0; and the exhaust cat has bigger voids, necessitating the use of hideously expensive new metals to keep the gas scrubbed clean. As a measure of the achievement, power output per liter is actually higher than the 3.8.
Of the many requirements tasked of the M Division during the 1 Series M's development, the most significant is that everyone on the team had to drive an E30 M3. In fact, they split much of the 1 Series' two-year gestation period -- the shortest of any M-badged car -- driving an E30 and tweaking the twin-turbo straight-six borrowed from the Z4 sDrive35is and 335is. 
Controversially, this 3.0-liter mill is one of many components in the 1M's repertoire that was sourced from other cars. Others include the rear suspension, differential, brakes, wheels, and tires, which come from the current M3 Competition. The parts bin approach is a first for the M division and makes the cynics amongst us cringe, but let's make one thing clear: The 1M is an extraordinarily fun car. After an all-day lapping session on the big course at Willow Springs, all I could think about is how to steal more time driving it. 
Forward thrust arrives like a sucker punch. The 332 pound-feet of peak torque arrives at 1500 rpm, but an "Overboost" function ups that figure to 370 when you snap the throttle. The result is an exceptionally potent powerband that returns phenomenal top-gear acceleration, not to mention easily accessible rotation through a corner. The tradeoff arrives higher in the rev range, when its 335 horsepower peaks at 5900 rpm, leaving 1100 rpm until redline. This gap works if you need extra revs to get you to the next braking point, but the of lack top-end pull is alien to M cars. After telling Matthew Russell, BMW's M brand manager for North America, that I miss the screaming peaky race motor sensation, he offered the following helpful advice: "Shift." Body Style: Convertible, CoupeMotor Trend Rating: 
Famed philosopher Ferris Bueller once said, "Life moves pretty fast. If you don't stop and look around once in a while, you might miss it." And what better way to stop and smell the roses than in a convertible? Volvo's C70 makes it very easy to drop the top -- push a button, wait 30-40 seconds, and bathe in the sunshine. It's a lot easier than with traditional soft tops: no levers, no latches, no hooks. Heck, you don't even have to stretch your arms if you don't want to. It's leisure at its best. 
This is not a sports car. It's a comfortable, relaxed cruiser, one of many power retractable hardtops that came out in the mid- to late-2000s. Volkswagen has the Eos, BMW has the 3 Series and Z4, Mercedes-Benz has a few different models, there's one from Mazda (the Miata), and briefly, pre-Fiat Chrysler had two, the Sebring and the Crossfire. The previous C70 was sold as a coupe or a cloth-top convertible, and this change back in 2008 gave buyers the best of both worlds. The sleek, new two-door had the security (who's going to cut a metal top?) and fluid lines of a hardtop coupe, at the cost of a little added weight and the loss of some trunk space. And when it comes to styling, having a cloth top as part of the setup can be very limiting. 
Since the C70 was introduced, not a lot has changed with the car itself. But Volvo has. The company has made dramatic improvements to its model lineup, adding the XC60, a crossover that is genuinely fun to drive, and, more recently, the fantastic S60 sedan. Every successive product reflects tremendous improvements inside and out, and, not surprisingly, the S60 and XC60 quickly became Volvo's first and second best-sellers in the U.S. Motor Trend Rating: 
The XC60 has only been on the market for about a year and a half, yet in that time it has become Volvo's best-selling XC. That's not too surprising, considering the small luxury crossover's good looks inside and out, loads of safety features, and excellent power. But for those who crave more thrills from their premium crossovers, Volvo offers a new option: The XC60 R-Design is now available with the 3.2-liter six for 2011. This brings the number of XC60 R-Design engine options to two. 
The R-Design is Volvo's high-performance trim level, and in the case of the XC60, that means a stiffer chassis, firmer suspension tuning, retuned steering, and unique styling cues. While the 3.2-liter gained 5 horsepower (now 240), we opted to drive the T6 AWD model. (Given the choice between trying out a five-horsepower increase versus a 30-pound-foot improvement, wouldn't you rather go for the T6?) Both benefit from the same chassis and suspension tweaks, but the turbo six now has an output of 300 horsepower and 325 pound-feet of torque, increases of 19 and 30, respectively. Both engine changes were midyear updates. With the topline T6 AWD R-Design, we had the chance to feel the difference in on-road handling and the power increase over the T6 AWD Motor Trend tested in the past. 
And the differences are impressive. The crossover quickly gets up to speed, and throttle response is quick-the XC60 is fast, yet power delivery was smoother than expected from this turbo engine. The transmission is wonderfully smooth, whether in Drive or Manual mode. On surfaces that aren't well-maintained, you can feel more bumps and road irregularities, but all is forgiven once you get on a twisty mountain road. The 60 feels strong and confident when cornering, and the new chassis tuning makes this the most fun model in the XC line. Even though Volvo estimates the R-Design will hit 60 in 6.9 seconds, at the hands of the MT test team, the non-R, 281-horse 2010 XC60 reached 60 mph in 6.8, so we expect this new model will fare even better at the track. If there is one weakness with this R, it's that it had low-profile 20-inch wheels and 255/45R20 Pirelli Scorpion Zero tires, a combination that wasn't ideal in the hail and snow. Motor Trend Rating: